Internal combustion engine method and apparatus



' June 18, 1940. F. D. BUTLER 2,204,570

INTERNAL coilsus'rxph E GINE METHOD Amp APPARATUS Filed Aug. 1B, 1937 s Sheets-Sheet 1 v E|.1 3... a INVENTOR .WQWM

- A'ITORNE June 18, F. o. 5uTLE| 2,204,570

7 INTERNAL COIBUSTION ENGINE-METQOD AND APPARATUS June 18, 1940. F. D. BUTLER "2,204,570

m'raanmcouaus'uou Enemam-z'raon AND APPARATUS 4 Filmin 18, 1937 'asnts-sheets TanK fuel $u ainei ATTORN EY Patented une 18,

PATENT OFFICE INTERNAL COMBUSTION ENGINE METHOD AND APPARATUS Frank David Butler, United States Navy Application August 18,

Claims.

1937, Serial No. 159,690

(Granted under the act of March 3,1883, as

amended April 30,

My present invention relates to combustion engines, and has been beneficially adapted by me to thecompression ignited and spark plug ignited types of the two, as well as four, cycle 5 methods of operation. In the compression ignited engines the air under compression in the compression stroke must be raised to a pressure affording heat sufficient to ignite the fuel injected therein. I have found that, through one or more contributing causes liable to occur and reoccur, such compression may, due towear and other causes, be insuflicient to efllclently ignite such fuel, or insufficient to efficiently utilize the whole H of the charge of fuel heretofore injected. In either instance a waste of fuel has resulted, which, among other objectionable conditions, causes an exhaust of unburnt fuel or retarded combustion, and no means have been provided for readily varying the compression maximum as well as the volume of fuel, for each combustion, proportionate to the compression pressure which I have found essential in the practical solution of the above indicated problems.

In the spark plug ignited engines greater such 5 waste has heretofore existed than in the compression ignited types, due to the greater cost of the fuel, which waste imperiled engine lubrication by diluting the crankcase oil; the lack of complete combustion of the fuel, during the power stroke of, and against, the power piston; the varying factors of volume of air and fuel in each combustion and the lack of automatic means for maintaining such factors relative to the compression pressure of the air and fuel volumes to be successively ignited; the heretofore unsuppliable need for ready means for varying the compression pressure of the engine while in operation; the heretofore unsuppliable need in spark plug ignited engines, which my invention supplies, of an improved method of and means for their operation such that in the compression cycle atmospheric air is compressed in a closed volume to a predetermined degree less than the maximum compression, injecting fuel under presdirect employment of the force of such compressed air above said predetermined degree;- igniting the mixed air and fuel, which increases the pressure, within the confined volume; and by the increased pressure injecting further fuel into the closed burning volume whose combustion affords the power utilizable in the power cycle.

The solution of these major problems in each such types of engines, with their many minor sure into said air in said closed volume by the constituent problems, has been long and vainly sought by many in this art.

The major concept of my present invention is the solution of each of said problems, and its incidental or associated concept is the provision of 6 simple, durable, eflicient and relatively inexpensive means for its practical and commercial accomplishment in each type of combustion engine.

More specific concepts of my invention contemplate (a) the provision of a supplemental pis- 10 ton, associated with each power piston compressing the air, and which is moved by, and proportionate to, the compression and combustion pressures occasioned within its associated power cylinder; (b) the provision of means whereby each 15 supplemental piston controls the time and volume of each fuel'charge, from nothing up to maximum, that may be injected into its associated. power cylinder at each injection; (0) the provision of means whereby each supplemental piston 20 in its receding movement cuts off the injection of fuel to its associate power cylinder as the combustion pressure lowers by the receding of its associated power piston, and in such receding movement it restores to its associated power piston the power it received therefrom, and from the combustion pressure, in its movement from normal position; (d) the provision of means whereby the fuel is injected into each cylinder by means extending through each of its respective supple- 30 mental pistons and which extending means may be relatively stationary and may inject the fuel as a solid or as a spray of mixed air and fuel; (e) the provision of means (b) such that it may be manually adjusted to different maximum volumes 3 of such injected fuel at different adjustments; (I) the provision of means for effecting very beneficial turbulence of the compression air within the combustion space of each associated pair (comprising an auxiliary piston and power piston) prior to, during and succeeding the injection therein of the fuel charge; (g) the provision of means for utilizing the foregoing means with a lesser compression pressure insufficient to ignite fuel and a spark plug for combusting the fuel charge to each power cylinder; (h) the provision of an engine which may readily and conveniently be changed from a compression ignited to a spark plug ignited engine, and vice versa; and (i) the provision of methods, means and combinations of acts and elements described herein, comprising' new and useful entities which practically, commercially, efficiently and economically practice, in the form and manner found by me thus far in the'development of my invention to be most advantageous ineach of the foregoing, and other, respects, which will more clearly appear and be understood by those skilled in this art from the accompanying drawings, the following description, and the appended claims. a

It will be readily appreciated by those skilled in this art, after understanding my invention, that various changes may be made in the means disclosed herein which will produce the same result in substantially the same way without digressing substantially from my inventive concept or sacrificing any of its outstanding inherent advantages, and that any number of cylinders may comprise one engine.

With reference to the drawings:

Fig.1 is a central vertical section through portion of one of the cylinders of an internal combustion engine designed as per my invention,

and illustrates the position of the various moving elements of the cylinder unit just prior to the movement from normal position of the auxiliary piston;

'Fig. 1A is a diagrammatic view of a typical four-cycle engine and the application of my invention thereto;

Fig. 1B is a diagrammatic view of a typical two-cycle engineand the application of my invention thereto;

Fig. 2 is a like fragmentary view of parts illustrated in Fig. 1, showing the positional change of the various moving elements of the cylinder unit attained at the commencement of the fuel injecting period;

Fig. 3 is a like fragmentary view of portions of the essential parts of Figs. 1 and 2, but i1lus hating the engine piston on its limit of travel,

the auxiliary piston at practically the outward end of its travel, and said pistons in their relative positions when practically all of the charge of the combustible fuel mixture has been discharged into the combustion space and has commenced to burn;

Fig. 4 is a diagrammatic view of the liquid fuel and compressed air supply systems;

Fig. 5 is aplan view on lines 5a5b-5c-5d of Fig. 1, quarter a being on line 5a, quarter b on line 5b, quarter 0 on line 50, and quarter it on line 5d.

Fig. 6 is an enlarged fragmentary view of the inner portions of the automatic fuel atomizing and injecting elements in their relative position illustrated in Fig. 3.

In Fig. 1A the water cooling spaces are not shown in the walls about pistons 2 and 66. In Figs. 1, 1A, 2 and 3 the air cooling fins or water cooling spaces are broken away from the walls .about pistons 2 and 64.

In the drawings, in which the same reference characters indicate the same parts, Figs. 1A, 1B,

diagrammatically represent respectively the applications of my present invention to the typical four and two cycle types of combustion engines.

In Fig. 1A the usual power piston 64 of each cylinder 25 of the engine is connected by the usual connecting rod 64a to its respective crank of crank shaft- 65. The shaft 65 has fixed thereon the usual connection with cam shaft 650. comprising gear 53e, chain 53 andlarger gear 53g. Cam shaft 65a is provided with a pair of cams 65b, for each cylinder 25 comprising the engine, each of which cams operates a rod 650 connected to a lever 65d fulcrumed at 65d. One of the levers 65d operates the inlet valve and its stem 65c and the other the exhaust valve and its Stern 5372 of each cylinder 25. The air, taken in through the inlet 65f and its then open inlet valve 65c is, upon the closing of the inlet valve, compressed by piston 64 to a pressure and associated temperature sufi'icient to ignite the fuel. Such pressure acts also on the head of, and proportionately moves outward, the supplemental piston 2, in its bore 4 of cylinder portion 250:, from its normal position, in which it contacts with shoulder 9 near the outer end of bore 4. The surface of and opposite the head of piston 2 is, preferably at all times, subjected to a pressure medium, supplied through pipe or manifold 5d. Slidable through the supplemental'piston 2 is a hereinafter described fuel injector comprising a tubular stem l2 and rod i8, Figs. 1,

face 6 of shoulder 5 of supplemental piston 2 in its normalv position against shoulder 9, Fig. 1, and moves piston 2 outward. The undercut portion I, Figs. 2, 3, in the skirt of piston 2 adjacent surface 6 of its shoulder 5 renders machining of surface 6 more expeditious. Such movement of piston 2 opens the fuel injection passage, from the injector I2, 18, proportionate to the difference between the lesser pressureand.

the compression pressure between and against the heads of pistons 2 and 64. Thereupon fuel is injected through such passage into and ignites in the compression space in cylinder bore 4 between the heads of pistons 2 and 64, and between the head of piston 64 and the wall 66 forming the head of power cylinder 25. Such combustion momentarily increases the pressure and temperature in said space. This increased pressure further moves outward the piston 2 and increases the period of time, proportionate to the magnitude of such pressure, during which the injection passage is held open and the injection prolonged within the volume of fuel available for each injection. This movement of piston 2 tends to increase the pressure of air upon piston 2 from pipe or manifold 54. Upon the receding of piston 55 such pressure progressively lowers, and when the same becomes less than the pressure on the opposite side of piston 2, the latter piston is, by said pressure differen- In Fig. 1B, the same function results are at-p tained,\as describedabove as to Fig. IA, the structure being'the same, except that the inlet and exhaust valves of Fig. 1A are dispensed with by the skirt of piston 54 acting as valves keeping the inlet and exhaust openings, 25b, 25c, respectively, in the walls of cylinder 25, closed until opened by the head of said piston 64 .when it un- 75 This understanding of the fundamentals of my present invention will facilitate the appreciation of the following description of the mechanism I have devised, selected and associated for its practical and commercial embodiment.

In a bore 4 of a portion 25a'of each cylinder 25, forming an'engine, I provide a movable supplemental piston 2, at a pointin the cylinder where the head of the piston 2 is subjected to, and moved outward or away from the head of power piston 64 in cylinder 25 by 'the compression periodically occasioned by piston 64 in the usual manner. For highest compression I mount the piston 2 with its head parallel and juxtaposed to at least a portion of the head of power piston 64 when the latter is at the end of its compression stroke. Piston 2 is provided with a skirt extending to its end opposite the head of piston 2 and having a plurality of piston rings 3;, which are slidable in the bore 4 of a supplemental cylinder formed in a projecting portion 25a of power cylinder 25. At its outer end the cylinder bore 4 is of enlarged diameter 8 for a distance affording accommodation for the extent of movement of piston 2, and which enlarged diameter has extended therein an annular projection 5 from the outer terminal of the skirt of piston 2, to limit the movement of piston 2 within the bore 4 of supplemental cylinder 25a. Centrally from within the skirt 1 end of piston 2 extends a tubular projection Ill whose bore extends through the head of piston 2. Air or other inert fluid is maintained, as hereinafter described, under the required pressure against the skirt end of piston 2, and the fuel injection means extends into the bore of projection I6 of piston 2. I

To the outer end of each supplemental cylinder 25a is secured, by screws 26, a head I6, with gasket 21 to maintain the seal between such parts.

Vertically through head I6 extends a cylindrical bore II, in whose lower portion slidably fits the projection III of piston 2. The outer end of projection I is of reduced diameter and provided with screw threads 15 to facilitate grinding in of shoulders 6 and 9 with head I6 in place. At a distance above the threaded end I of the projection III, the bore II is enlarged, which enlargement extends through the outer end of head I6. The bottom of the enlargement is provided with a removable seat 28, Figs. 1, 2, against which is normally seated a hollow disc I4 whose diameter is less than that of the enlargement of bore II. From one side of disc I4 extends an integral tubular stem I2 slidably extending substantially the length of the bore of tubular projection II) of pis ton 2. Through the bore of stem I2 extends a rod I8, Figs. 2, 6, having helical projections I9 on its lower end and whose outer surfaces may contact with the inner surface of the inner end of the bore of said stem I2. The inner end of rod l8 extends beyond the inner end of said stem I2 where it is provided with a valve head 26, of

inner end of screw I'I contacts with and holds disc I4 against seat 29, a retainer pin 23 occupying juxtaposed portions of a groove 24 in screw I1 and a portion of disc I4 for. conveniently removing and replacing the latter with its stem I2, and rod I8.

A fuel passage 38, Figs. 1 and 2, leads laterally through a side of head I6 into the space 39 between disc I4 and the enlarged portion of bore II in head I6 and discharges its fuel into saidspace and thence into a plurality of fuel passage openings 40 extending angularly through the periphery of disc I4 and into the fuel passage between the bore of the valve-stem I2 and rod I8.

Thence, the fuel, preferably oil in the compression ignited, and oil or gas in the spark plug ignited, adaptation of my invention, passes to the bottom of fuel passage 4I, thence through openings 42 through said stem I2 at or near the bottom of fuel passage M and the inner edge of a shoulder I5, Figs. 1, 2, 6, which shoulder I5, as well as the bottom of passage 4|, is formed by reducing the external and internal diameters of from shoulder I5a, when piston 2 and its tubular projection II) are in the normal position shown in Fig. 1, at whibh point its said bore is reduced in diameter to form a shoulder I5b, said reduced diameter afiording a sliding fit with the external diameter of tubular stem I2 between said shoulders I5, I5a. At a point inward from shoulder I5b the internal diameter of the bore of tubular projection In of piston 2 is further reduced to form shoulder I50, which reduced diameter affords a sliding fit on the further reduced diame ter of stem I2. Commencing substantially at said shoulder I5a of stem I2 the internal diameter of stem I2 is increased to afford an annular fuel passageway 32, which extends inward to head 20 of rod I8. At the outer end ofpassageway 32 the Wall of stem I2 is provided with an opening 45.

In the normal position of the parts shown in Fig. 1, the fuel, under pressure, passing through the opening 42 enters annular passageways 43 and 44, extending respectively between shoulders I5, I50 and thence through opening 45 to annular passageway 32, Fige. 2, 3 and 6, and fills said passageways, together with the space within the hollow of screw I'I about spring 2I and nuts 22. When the compression pressure of the air in the compression ignited or spark plug ignited, adaptations of my invention, between the juxtaposed heads of said pistons 2, 64, becomes of the requisite magnitude, determined by the pressure exerted upon the skirt face of the supplemental piston 2, the piston 2 is, by the greater magnitude of the compression pressure moved outward a distance proportionate to such pressure. The disc I4 and its stem I2 are held stationary by screw I'I. Such movement of said piston 2 and its projection I0 subjects the fuel oil, especially in the passages 43, 44, to further pressure, by the sudden substantial lessening of the length of the space (passage 43) between the piston-like shoulders I5, I 5b, and a like lessening of the space (passage 44) between the like shoulders I5a, I50, and which further pressure is initially contributed to by the smallness of opening 42, precluding any Substantial outward movement of the fuel oil. During this movement of said piston 2 and its projection I0 shoulder l5a on said stem 12, after which there can be no further outward movement; of fuel from said'passage it, and further movement of said piston 2 and its projection ll! increases the pressure of the fuel oil in passageways 32 and M. This overlapping of shoulders I511, Mia, also seals the injectable portion of the fuel supply in passageways 32 and M from commnication with the fuel supply in passageways B3 and 46 while valve 20 may be open. When the pressure of fuel oil in passageway 32 against valve 20 is of such magnitude that it overcomes the outward pressure of spring 2! upon rod l8 and the like pressure of the compressed airbetween the pistons 2, 64. upon the inner surface of valve 20, the valve 20 opens and the fuel oil passing through the helical grooves at it is injected in a whirling spray-into the compressed air between the pistons 2, E i, and commences to ignite; This combustion increases the compression pressure and temperature, which proportionately increases the movement of the supplemental piston 2 and its projection It, which brings the pistonlike shoulders l5a, 50 closer together and forces more fuel oil through passages 45. 32, to be likewise injected into and augment the combustion. The resulting receding of power piston 64 from supplemental piston 2 lowers the pressure upon the inward surface of piston 2 until the same is returned to normal position with the projection 5 of its skirt I resting against the inner shoulder of the enlarged bore. 8 of sup-- plemental cylinder 3 for supplemental piston 2. In assuming the normal position piston 2. is cushioned to a shockless contact of the projection 5 and shoulder by the compression of air therebetween and into recess i, Fig. 1, in the skirt of piston 2 at the inner edge of said projection 5.

During the interval between compression strokes the fuel oil pressure is such that, notwithstanding the smallness of its above-described passageways, there is always an ample supply for injection in the injector assembly t2.

In my present invention the fuel oil pressure, in the fuel supply system, apart from that between the piston-like shoulders I5, I51) and (5a, [50 may be, and preferably is, maintained at a pressure substantially below the pressure re quired to inject the same into the cylinder 25, since the piston-like shoulders afford the intermediate fuel space wherein the additional pressure isbuilt up by the relative movement of the shoulders toward each other by the force of the compression which is required for such injection at the proper time, without the necessity of camaction or power other than the compression which moves supplemental piston 2 proportional to the magnitude of such compression and thereby varies the extent of said relative movement as well as the volume of fuel injected proportional to such compression.

The fuel oil, in the instance disclosed, is stored in tank 33,'Fig. 4, from whence it may flow through cut-off valve 3%, thence through pipe 34a into strainer 35, thence through pipe 351; to the intake side of the initial compression stage of multiple stage pump 36, thence from the outlet side thereof through pipe 36a to the intake side of the ultimate stage of said pump, thence from the outlet side of said last stated stage through pipe 3% to its entrance to manifold 3i,

secured by screws 54. (Fig. 1) and gasket 39 to a surface of head l8 (Fig. 4, lower cylinder), thence to passageways 31 and 31a. in manifold 3!. These passageways 37 and 31a for each cylinder 25 employed in the engine have intermediate them a manual control valve 41, Figs. 1 and 5, for varying the fuel oil supply from nothing to maximum to each cylinder 25. Passageway 31a registers with the aforesaid passageways 31 of the manifold 3| of each cylinder 25 forming the unitary engine. From one of the manifolds 3i, Figs. 1 and 4, a pipe 46a leads from a passageway 31 to a fuel relief return valve 46, Fig. 4, which may be set to open, in the compression ignited adaptation of my invention, for instance at 256 pounds per square inch of fuel oil pressure, and

when so open surplus fuel therefrom flows back into tank 33 whenever valve 46 may be open.

Pump 36 is driven, in the instance shown in Fig. 4, by a worm gear 13 on its shaft 360 meshmgwith a worm gear I2 on crank shaft 65. The capacity of pump 36 exceeds the maximum required injection capacity in order to provide an ample supply of fuel oil at each injection point and to obtain the circulation of the excess fuel oil supplied by pump 38 through pipe 36b, the interconnected manifolds 35 of each cylinder 25, pipe 46a. and valve it to tank 33. Some of the fuel oil seeps onto and lubricates the sliding exterior surface of stem l2 at opposite ends of the passages 43, 44, and also enters annular oil collecting opening 69 (Figs. 1," 2.) in each piston 2 surrounding its said tubular projection Ill, from which opening 68 extends oil passage Hi to supply lubricant to each supplemental piston Z.

In Fig. 4 is also diagrammatically illustrated the adaptation of my invention to a typical double row of radial stationary cylinders 25, each row served by a separate crank on crank shaft 65. Merely portions of two cylinders 25 of such engine are shown, but those skilled in this art will readily understand, from what is disclosed, that the same pertains to such typical type of engine.

The means for maintaining the requisite or other inert fluid pressure to the skirt end of each supplemental piston 2 will now' be described.

Each supplemental piston 2, one for each power piston 64 provided in the engine, is sealed in its bore 4 by head l6, which is provided with lateral passageway 55 passing through the gasket 30, Fig. .1, and enters the bore Ii. through head l6. in the space which surrounds the reduced screw threaded end 'lfi of projection ill of each of the pistons 2, when in the normal position, where the pressureof .the air supplied by passageway 55 exerts an inward thrust upon the end of projection Hi, and is confined from undesired escape from the bore by disc H. Air or inert fluid under the required pressure is supplied the passageway 55 by means hereinafter described. The air pressure supplied the portion of bore Iii, via 55, is led therefrom by passage-way 55 extending at a downward angle from the bore ll through head surface of stem i2 and rod 18, as well as between the bore of projection Id of piston 2, and the.

Hi to exert its pressure directly upon the skirt end of piston 2. When the piston 2 is moved outwardly, as aforesaid, the end of its projection lllcloses the air passages 55, 56 to and from the bore ll of head l6 by the corresponding movefixed resistance to movement of the supplemental piston 2 afiorded by the air pressure on the op- I posite end of the supplemental piston 2.

In order to increase the efliciency and pressure of air upon the skirt endof piston 2, I provide head IS with a cylindrical projection Ilia extending into and slidably fitting and partially filling the interior of the skirt l of supplemental piston 2, leaving a space 49 (Fig. 1) (slightly exceeding in length the maximum extent of movement of said piston 2) between the projection Ilia and the bottom of skirt of the piston 2, there being also a space 48 between the end of the skirt of the piston 2 and the corresponding opposite surface of head l6. In the normal position of supplemental piston 2, shown in Fig. l, the exterior of projection l6a is provided with a vertical groove la, Figs. 1, 2, which, in the normal position, extends from the outlet of air passage-way 56, in the opposite side of projection Ilia, to slightly below the end of the projection 16a, so that compressed air from 56 may partly enter the compression space 48 and the remainder enter the space 49 via'la. Upon the outward movement of supplemental piston 2 the outer portion of its skirt adjacent the outer terminus of groove in acts as a valve which seals, Fig. 2, the compressed air separately in the spaces 48 and 49, and such sealed air is further compressed therein proportionate to the extent of movement of piston 2. This lessens the volume of compressed air resisting the movement of said piston 2 and results) in greater compression of, and hence higher such resistance afforded by, the smaller volume of air.

The means for supplying compressed air to passageway 55, in the instance disclosed in Fig. 4, comprises an air compressor body 50, whose lower end is screwed into support 50a, and whose piston 6| bears on cam "driven by crank shaft 65. By"

screwing compressor body 50 toward or away from cam II the piston compression space, and hence compression ratio, of the compressor may be varied. Pipe 50b leads from the compressor 50 via the lower portion of stop valve 52 to accumulator tank 5|, thence through the upper portion of stop valve 52, as shown by arrows, through pipe 52a to and through the three-way pressure regulator valve 53, which may be variably set as to pressure by the manual operation of lever 53a, thence through pipe 53b to one branch of a leading over check valve 510. (to one of whose otherbranches is connected 9. pump 51 operable by handle 51b) thence through the third branch of the valve 51a to pipe 510 and into passage-way 54 in manifold 3|, and thence into passageway 55 whose entrance may be controlled in whole or in part by the shut-oi valve 63, Fig. 4. Pipes 54a connect the air passageways 54 in the several manifolds 3| comprising one such manifold for each cylinder 25 of the engine.

The valves 41, 53 for each power cylinder 25 also enable the fuel and air respectively to be shut compression stroke of the piston 64.

oil to any one or more of said cylinders 25 for any reason including repairs, and in multiple cylindered engines having stationary cylinders the injector hollow valve stem I2 of any cylinder 25 of the engine may be removed for cleaning or repairs while the engine is in operation without the power producing functioning of the remaining cylinders 25 being affected by such removal.

It will be noted in Figs. 13, 3 and 4, that the final compression space is within the bore 4 of cylinder 25a from which its supplemental piston 2 has been moved outward. Such compression space is located in the two cycle type of engine, outwardly from the cylinder ports 25b, 250, Fig. 1B.

The head of power piston 64, Fig. 1B, is provided with an annular tapering outer edge portion 64b,- while the corresponding wall portion 66 of power cylinder 25 is correspondingly tapered. The wall 4 of the cylinder 25a of supplemental piston 2 (which may be made integral with power cylinder 25) extends outwardly from the outer end of the tapering wall portion 66 of power cylinder 25, while the portion of the head of power piston 64, opposite the mouth of the wall 4 of the cylinder 25a may be flat, as shown in Fig. 1B. v

In Fig. 1A, diagrammatically illustrating an adaptation of my invention to the valve-in-thehead type of four cycle engine, it will be noted that, in the instance therein shown, the mainly straight head of the power piston 64 in its outermost position extends, with slight clearance, into the head lGa of power cylinder 25, and that the head of power piston 64 is provided with a slight beveled portion 64d adjacent the head of its supplemental piston 2 which, in the instance, extends at an angle to the piston 64. This angular position of said piston 2 enables the aforesaid inlet and outlet valves and their stems to be in longitudinal parallelism with piston 64. This arrangement also enables a small compression space to be maintained in. the outermost position of power piston 64 and the juxtaposed surfaces 66a, 64d, of head lGa and the head of the piston 2 in its innermost position, while the major compression space will be in the displacement of the piston 2 on the outer limit of the It wil also be noted that the inlet air passage 65} and the exhaust outlet passage 65g lead respectively to the inlet and exhaust valves of the four cycle engine; that the supplemental pistons 2 in the adaptation thereof illustrated are not operatively connected together and are not operated by or connected'to the crank shaft 55 or other. driven part of the engine, consequently, the powerrequired to operate each supplemental piston 2 cannotdiminish the power output of the engine. Consequently, the power required to bring the fuel oil from its normal pressure up to its injection pressure, as well as the injection thereof, afforded by the supplemental piston 2 opposite each power cylinder 25, is no part of the power output of the engine. The air or fluid pressure normally supplied to said opening 54 of manifold 3| is less than required to control the outward movement of each supplemental piston 2, which movement-builds up the required abnormal pressure in said spaces 48, 49, likewise without detracting from the power output of the engine. These are further distinguishing functions and advantages of engines equipped with my present invention.

Some of the advantages of my present invention may be more fully appreciated when it is understood that in the event oil is used as fuel the maximum engine compression at the time of the-commencement of fuel injection into such compressed air must be not less than substantially 450 pounds per square inch in order that the temperature associated with such compression shall be sufiicient to initially ignite the fuel injected. Such combustion increases such temperature and the corresponding compression to sage-way 43 to the required degree above the compression pressure in the cylinders 25 to commence and continue to inject such fuel against such compression. The air pressure within passages 55, 56 need be but about 225 pounds per square inch gauge pressure for full power engine operation, while the means heretofore described (for supplying such air to, and cutting the same oil from the compression spaces 48, 49 acting uponeach supplemental piston 2 to counteract the various stages of compression attained by the respective power pistons) employs such piston 64 compression to augment to the required degree the counteracting pressures on the opposing side of each of the respective supplemental pistons 2. It will be appreciated that these substantially lower pressures of fuel oil and of air required to be maintained during engine operation in their supply systems up to each cylinder .25 require less duty upon their several weight, as well as longer wear, of the several units of each of such systems. It will be further appreciated that the high pressures of fuel oil and of air are extremely localized in limited areas at each cylinder 25 where the same are'solely required, and that such localization of the fuel oil is at a pressure and temperature which will ignite such fuel oil, if the oxygen requisite for combustion be present, and that such high pressure fuel is separated from the low pressure fuel, by the extent of the sliding fit between shoulders |5a and lib, before such higher pressure is commenced, and that low pressure fuel is supplied to such higher compression areas until its exit has been sealed to the combustion chambers of the several cylinders, in which combustion may be occurring.

It will be appreciated that the extreme high pressure applied to the fuel only in the fuel discharge passage-ways 32, 44 and 45 causes a portion of the fuel therein to be progressively injected therefrom helically at high velocity in a hollow cone which is injected a substantial distance into the combustion chamber 61 via the helical grooves l9 and atomizer valve-disc 20 in a whirling, minutely atomized spray. This progressively forms an intimate mixture of the fuel and the extremely hot and turbulent air that dur ing compression is being violently displaced from the bore SIS-of power engine cylinder 25 into the ultimate compression space of each cylinder 25, afforded by the displacement of its supplemental piston 12. This progressive mixture causes: rapid flame propagation well distributed through the area between pistons 2, 64, insuring complete combustion and its conversion into useful work before the products of such combustions are exhausted. Under full power operating conditions the pressure of the air on opposite faces of each supplemental piston 2 may, in the aforesaid instance, be about 450 pounds per square inch, when the moving elements of the engine have reached the position of travel illustrated in Fig. 2, and

about 1000 pounds per square inch after combustion has started and said moving elements have reached the position of travel illustrated in Fig. 3'.

In order to decrease or increase the power being developed by the engine, the quantity of fuel per injection charge is respectively decreased by increasing, and increased by decreasing, the pressure of the air in the manifold 54. This variable which position the engine can be slowed down or u stopped depending upon pressure of air admitted to said manifold and the relative restriction of travel of pistons 2. A high air pressure of api proximately -250 ..pounds, on themanifoldjl is sufficient to prevent required travel of pistons 2 to produce fuel injection and hence stops the engine, while a low air pressure of approximately 200 pounds on the manifold allows maximum travel of the pistons 2 and results in maximum fuel injection, and hence maximum engine power. compressors or pumps and less strength. and

. Assuming that the tension of the fuel atomizer valve retainer spring 2! is such as to retain the atomizer valve-disc 20 in contact with its seat when having the normal fuel supply pressure in chamber 43, in the absence of compression from 54 on the inward surface of valve-disc 20 and with the moving elements of the engine in the position illustrated in Fig. 1, and that the crosssectional area of the annular shaped fuel discharge space 32 is one-fifth of the cross sectional area .of the largest diameter of the atomizer valve-disc 20, then the pressure per square inch on the fuel in said fuel discharge space 32 may,

by the structure described, be approximately five times the compression and/or the combustion pressure per square inch on the inward surface of the disc 20 during the fuel injection period of operation 0 thee nginer The projection 16a. of each head l6 extending through compression space 48 and into such space 49 of its respective piston 2 facilitates the transfer of surplus working heat from such spaces to the atmosphere. I

The structure herein disclosed may be advantageously employed in spark plug ignited engines by employing in tank 33, or other source of supply, gasoline or fuel gas, in which case the fuel pressure control valve 45 is set to a reduced pressure which will insure such fuel supply to each cylinder 25, the air pump casingv 50 is then adjusted outward from cam H to decrease the compression space of piston 6i and the resulting air compression ratio and pressure supply to each compensating piston 2, and by supplying aspark plug 4a, 'diagrammaticallly shown. typically in Figs. 1A, 13, to which is connected its usual wiring, timing and other ignition supply means, in which case the volume of the space between the heads of such pistons 2 and 64 is of such magnitude as to afford only the normal compression of the spark plug ignited type of engine, the

spark plug 4a being, in such adaptation, adapted to ignite the commingled air and fuel slightly beforepistons 2, 64, have reached their maximum outward stroke. I

It,wi ll be understood by those skilled in this art from the foregoing that in the adaptation of my invention to the spark plug ignited type of engine the spark plug 4a, diagrammatically indicated in Figs. 1A, 13, may be connected to a common type of high tension ignition spark timing means having a vibrating interrupter in theprimary circuit thereof and whereby such spark may continue throughout the latter portion of the outward travel of its respective piston 2; that the injection of the fuel into the compressed air of the spark plug ignited type of engine affords an intimate highly efiicient mixture of the air and fuel at the time its flame propagation has been initiated by the actionof such spark at plug 4a. This is due to the fuel being injected into the substantially heated volume of the air compressed, and correspondingly heated, by each power piston 64 to a degree which may approximate or exceed the compression practiced with spark plug ignited combustion engines. Due to such heat at the time of 'such injection of the fuel (gas or gasoline) the latent heat of evaporation of the gasoline will not lower the temperature of the air, with which the same is mixed, sufficiently to afford crank case dilution, or an inefficient mixture.

, It is also notable that, in such adaptation, only a small part, if any, of the pressure requiredof the air, and fuel is supplied by and subtracted from the power output of the engine constructed in accordance with my invention, while the work required for the major pressures of. the air and fuel is afforded by the supplemental piston 2 which does not diminish the power output of the engine.

It will be appreciated by those skilled in this art that the. usual spark gap elements of the conventional spark plug 44:, Figs. 1A, 13, being maintained by supplemental piston 2 free from the combustion constituentsuntil the same is under substantial pressure from power piston 64 and the fuel is injected into such air, insures a thorough efficient mixture of the air and fuel before the initiation of combustion in the same by a spark being formed in said spark gap elements. This produces a more uniform rate of combustion of the combustion constituents. The same also, with the fuel being injected only into the air in the cylinder while the same issubjected at least to a substantial part of the compression pressure, further precludes the wastage of the fuel and the impairment of the viscosity and lubricating efficiency of the lubricating oil by crank case dilution.

The invention described herein may bemanu factured and used by or for the Government of the United States of America for governmental purposes without the payment of any royalties thereon or therefor.

Having fully described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In association with an internal combustion engine, a liquid fuel atomizing and injecting assembly comprising in combination, a valve stem having a valve head to be exposed and open into the compression chamber of said engine, a stationary member surrounding said stem and having a small'end adapted to be exposed in said chamber and serve as a seat for said valve head, also having a plurality of difierent sized plunger portions intermediate said small end and an opposite enlarged end portion, a movable member surrounding said stationary member and having a plurality of plunger chambers about along and intermediate said stem and said stationary member near the enlarged end of the latter and having communication with a source of oil fuel supply and the larger of said plunger chambers, a second oil cavity extending along and intermediate said stem and said stationary member nearest the small end of the latter and having communication with the smaller of said plunger chambers, a resilient means retaining said valvehead in contact with its seat, one end of said movable member being exposed to the pressure of said compression chamber whereby pressure in said compression chamber moves the movable member in relation to said stationary member to cut off communication between said oil cavities and entrap and compress oil fuel in said second oil cavity to thereby raise said valve head from its seat and inject some of said entrapped oil fuel into said compression chamber. 2. The apparatus of claim Icharacterized by a slidable joint extending along and formed between the outer diameter of said stem and the inner diameter of said stationary member and being adapted to separate said first and second mentioned oil cavities.

3. The apparatus of claim 1 characterized by a manually controlled pneumatic means connected to the other end of said movable member for regulating the length of travel of said movable member in relation to said stationary member and thereby regulating the quantity of entrapped fuel injected into said compression chamber.

4. An article of manufacture for the oil atomizing and injecting assemblies of internal combustion engines, consisting of a valve formed by a valve stem having a valve head adapted to be exposed and openinto the usual compression chamber of such an engine, a stationary hollow plunger member surrounding said stem and having a small end adapted to be exposed in said chamber and serve as a seat for said valve head, and a bored movable member through which said valve stem and said stationary hollow plunger member extend, a plurality of unequal diameter cylindrical plunger portions integral with said stationary member and located intermediate said small end and an opposite enlarged end, an oil cavity extending along and intermediate said stem and said stationary member nearest the enlarged end of the latter and adapted to have communication with a source of 'fuel supply, a second oil cavity extending along and intermediate said stem and said stationary member nearest the small end of the latter, a chamber formed between said bored movable member and said stationary member intermediate said oil cavities, ports through said stationary member providing communication between said oil cavities via said chamber, said second oil cavity communicating with said valve, a resilient spring surrounding said stem and bearing against said member adjacent said enlarged end and adapted to yieldsaid plunger portions, an oil cavity extending ably retain said valve closed with said valve head in contact with its seat in said member, a closed cylinder communicating with the compression chamber, said bored movable member being located in said closed cylinder and exposed to the pressure within the compression chamber to urge said bored movable member in a direction away from the compression chamber, such movement diminishing said chamber intermediate said oil cavities and cutting off the communication therebetween and exposing said valve head to the compression chamber, the diminishing of said chamber forcing'the oil in said second cavity to open and pass said valve to the compression chamber, a pneumatic chamber formed between the other end of said bored movable member and said closed cylinder and a remotely controlled pneumatic means communicating with said pneumatic chamber urging said bored movable memher in the opposite direction to enlarge said chamber and close said valve.

5. In association with the power piston, cylinder and compression chamber of an internal combustion engine, a combustion pressure cushioning and compensating device and fuel injection device comprising in combination a compensating cylinder extending from the combustion engine cylinder, 2. compensating piston member movable in said compensating cylinder, a stepped hollow skirt extending centrally from said compensating piston member, a bore in said skirt extending through said compensating piston member, a bonnet memb'e'i' secured to said compensating cylinder, said bonnet having a bore into which said hollow skirt movably extends; a stepped hollow plunger member anchored at one end to said bonnet and interfittingly extending through said bore of said skirt and said compensating piston member and having a valve seat formed at its other end and adapted to be exposed to the compression chamber, a valve'stem extending through said hollow plunger and havving a valve head yieldably held in contact with said valve seat at one end by a spring resting against the anchored end of said hollow plunger, a plurality of fuel chambers formed by said hollow plunger member and said hollowskirt and valve stem, ports through said hollow plunger -member, said ports interconnecting all of said chambers only while said skirt and compensating piston member are at the compression cylinder end of the compensating cylinder, one of said chambers being closed off to cut ofi communication between the remaining fuel chambers when said compensating piston member is moving away from the combustion chamber and entrap fuel oil in the fuel chamber nearest the combustionchamber to thereby force the oil against the valve head and open the valve to inject the oil into the combustion chamber, a fuel supply port extending through said bonnet from the source of fuel supply to a fuel chamber in said plunger member, means for cushioning the movement of said compensating piston m'embercomprising a counterbore shoulder in said compensating cylinder and a circumferential shoulder on said compensating piston adapted to cooperate therewith in the direction of the compression chamber, port means in said bonnet connecting said compene sating cylinder with a source of supply of compressed gaseous substance, and means for controlling the pressure from the source of supply of compressed gaseous substance through said port in said bonnet to said compensating cylinder to thereby control the movement of said: compensating piston member and thus control the injection of fuel to the compression chamber.

6. The apparatus of claim characterized by an annular recess in the vicinity of the base of said circumferential shoulder of said compensating piston forming a cushioning compression space for said piston.

7. The apparatus of claim 5 characterized by a cushioning means consisting of an annular recess formed in and concentric with said compensating piston in the end away from said com-- pression chamber and adapted to receive a projecting portion of said bonnet and to thereby form two annular chambers, one in said recess intermediate the end of said projection and said compensating piston and the other outward of said projecting and adjoining said last mentioned piston.

8. In an internal combustion engine, the combination of an initial combustion pressure compensating cushioning means and an oil fuel matically operated by the movement of said compensating piston away from said compression chamber, means for supplying liquid fuel from a source of fuel supply to said injecting unit,

means for supplying said gaseous substance from a source of supply to the side of said piston opposite from the compression chamber end, means for controlling the pressure on said gaseous substance being supplied to control the length of the stroke of said piston, whereby a predetermined pressure in said compression chamber moves said compensating piston in relation to said stationary unit to inject fuel into said compression chamber and the movement of said piston compensatingly cushions the pressure of combustion in said last mentioned chamber immediately following the injection of said fuel thereto.

9. In an internal combustion engine, the combination of an initial combustion pressure compensating cushioning means and a liquid fuel atomizing and injecting means consisting of a movable compensating piston member having a seat limiting its movement toward the combustlon engine compression chamber and adapted to be urged toward and to have an end exposed in the compression chamber of such engine, said atomizing and injecting means including a fuel atomizing and injecting unit mounted in said piston member and operated by the movement of said piston member away from said compression chamber, means for supplying 'fuel to said in-; jecting unit, means in the form of compressed gaseous substance on the opposite side of said piston from the compression chamber for resiliently and compensatingly retaining said piston der connected to and extending from the compression chamber, a seat ,formed in the wall of said extended cylinder, a piston movable within said extended cylinder, a seat on said piston cooperating with said seat of said cylinder limiting, the movement of said second piston toward said compression chamber, a bonnet secured to said extended supplementary cylinder forming a compression chamber between said second piston and said bonnet, a bore extending through said bonnet, a valved fuel injector extending through said bonnet bore, a skirt extending from said second piston into said bonnet bore, a bore extending through said skirt and said second piston, a hollow sleeve member anchored in said bonnet and extending through said skirt and second piston bore, a stem extending through said hollow sleeve member and yieldably anchored thereto, a valve comprising a valve seat formed on the second piston end of said hollow sleeve member, and a valve head on said stem adapted to close against said valve seat, means in said second piston compression chamber cushioning the movement of said second piston, said second piston exposing said valve to said first compression chamber when the compression in the first compression chamber exceeds the pressure in the second compression chamber to move said second piston'away from said first compression chamber.

FRANK DAVID BUTLER. 

